Automatic speed-control system



L. RINGER. AUTOMATIC SPEED CONTROL SYSTEM.

APPLICATION FILED SEPT- 10 I911- 1,317,727. Patented Oct. 7,1919.

3 SHEETS-SHEEN I.

N 1 v I L. RINGEH.

AUTOMATIC SYEEB CONIBOL SYSTEM.

APPLICA'HON FILED sin. 10. I917.

1,317,727. Patented Oct. 7,1919.

3 SHEETS-SHEET 2.

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L. RINGER.

AUTOMAHC SPEED CONTROL SYSTEM APPLICATION FILED SEPT-10. I911.

Patented (M. 7, 1919.

3 SHEET$5HEET 3 N I w k M R Q Q. Q

UNITED STATES PATENT OFFICE.

LUTHER RINGER, OF BUFFALO, NEW YORK, ASSIGNOR TO SIMMEN AUTOMATIC RAILWAY SIGNAL COMPANY, OF BUFFALO, NEW YORK, A CORPORATION OF ARIZONA.

AUTOMATIC SPEED-CONTROL SYSTEM.

Specification of Letters Patent.

Patented Oct. '7, 1919.

To all 'whom it may concern:

Be it known that I, LUTHER Rmcnn, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented certain new and useful Improvements in Automatic Speed-Control Systems, of which the following is a specification.

This invention relates to automatic speed control systems for controlling the speed of moving vehicles.

The object of this invention is to provide a system by which the speed of a moving vehicle may be automatically controlled so as to prevent the vehicle from exceeding a speed which is safe for the particular condition of the track over which the vehicle is running. More specifically, this invention relates to a speed control device in which continuous influences outside the vehicle move and maintain the speed control mechanism in various positions as the train moves along the trackway. The speed con trol mechanism includes a permissible speed device, which may be set in a plurality of positions and the devices on the vehicle are so arranged that when the permissible speed device is moved from a given permissible speed position to a lower permissible speed position, such movement is not suddenly made, but is so accomplished that the reduction of the permissible speed for the vehicle is in accordance with its normal braking curve for the vehicle.

Other objects and advantages will appear the description of the invention progresses and the novel features will be articularly pointed out in the appen ing claims.

In describing the invention in detail reference is bad to the accompanying rawings, wherein I have illustrated a preferred physical embodiment of my invention, and wherein like characters of reference designate corresponding parts throughout the several views, and in which- Figure 1 is a diagrammatic view of the vehicle carried devices together With means for operating said devices. Fig. 2 is a detail and enlarged view of parts of the vehicle carried devices, this view bein a section along the line A, A of Fig. 3 Tooking in the direction of the arrows. Fig. 3 is a sectional view along the line B, B of Fig.

2 looking in the direction of the arrows. Fig. 4 is a diagrammatic view of a trackway, having automatic means for operating the vehicle carried devices.

Referring to F ig. 1, 1, 1 are the rails upon which the vehicle is adapted to travel. 2, 2 are the wheels of the vehicle and 3 its axle. 4 is a bevel gear rigidly mounted on the axle 3 and adapted to mesh with a bevel gear 5, which is rigidly mounted on a vertival shaft 6. The shaft 6 is suitably supported in bearings, one of which is included in the bracket 14. Mounted upon the shaft 6 is a centrifugal governor 7, having its upper collar attached to the shaft 6, its lower collar 8 being slidably mounted thereon. Near the upper end of the shaft 6 are r0- tatably mounted two bevel gears 10 and 11, both of these gears meshing with a bevel gear 13 which is rigidly attached to the shaft 26. Mounted on the shaft 6 between the bevel gears 10 and 11 is a collar 12 which is )I'GVBHtBd from rotating with respect to t e shaft 6, but it may slide vertically upon said shaft. The collar 12 has at its upper end a series of teeth which mesh with l1ke teeth on the bevel gear 11 when the shaft 6 revolves in one direction. On the lower end of the collar 12 are a series of teeth which mesh with the bevel gear 10 when the shaft 6 rotates in the opposite direction. The object of the bevel gears 10, 11 and 13 and the collar 12 is to cause the shaft 26 to rotate in the same direction when the shaft 6 rotates in either direction.

The shaft 26 is rotatably mounted in suitable bearings in brackets 14 and 15. As has heretofore been mentioned, the bevel gear 13 is rigidly secured to this shaft and there is also rigidly secured to this shaft a s" ur gear 27 which meshes with the gear 28. The gear '28 is rotatably mounted upon a shaft 16. The shaft 16 is suitabl 7 supported in bearings formed in the brac pets 14 and 15 and is prevented from rotating thereln by the pins 17. There are also mounted upon the shaft 16, other gears and coiiperating devices including the gear 29. AdJacent to the gear 29 is a plunger 19. Th1s plunger acts as the core of the solenoid 18.

Referring to Figs. 2 and 3 it will be seen that the gear 28 has integral therewith a ratchet wheel 73. Rotatably mounted upon the shaft 16 adjacent to the ratchet wheel 73 is a gear 38. Riotatabl mounted upon a perfli'oii of the body of the gear 38' is another gear 29. The said gear 29 is prevented from moving longitudinal-l ly with respect to the gear 38 by a retaining rh'igf 78 The lower end of the plunger 1!) is provided with teeth, said teeth con-rprisi-ng a rack which meshes with the teeth of the gown 29, and the" spring 8'0 causes the teeth on the plunger 19 to remain constantly in mesh with the gear 29. Plvota'll y mounted on the face of the gear 38 which is ad'acent to the ratchet wheel 73 is a awl 4, which is adapted under certain circumstances to engage the teeth of the ratchet wheel 73. The pawl 74 has an upwardly extending arm which is adapted to 005p crate with the pin 76 attached to the face oi. the gear 38 and pin attached to the face of the gear 29. The contact of the pawl 74 with the teeth of the ratchet wheel 73, is promoted by the spring 79 which is pivotally mounted upon the pin 81 Wlueh is secured to the fare of the gear 38. Also pivotally mounted on the face of the gear 38, which is adjacent to the ratchet wheel 73 is a pawl 77. The pawl 77 has two arms, one of which touches the teeth of the ratchet wheel 73, and against the other of which presses a spring 83 which is pivotally mounted on a in 82 secured to the face of the gear 38. he other end of the spring -53 resses against the pin 81.

he gear 38 is in mesh with a gear 39 which is rigidly attached to the shaft 46. Also rigidly attached to the shaft 46 is a bevel gear 48 which meshes with a bevel gear 47 rigidly attached to another shaft 92. Also rigidly attached to the shaft 92 is a cam member 49 which has a groove 50 in which a roller 52 is adapted to operate. The roller 52 is pivotally mounted on a floating lever 51. Pivotally attached to one end of the floating lever 51 is an annular ring 9 which surrounds the lower collar 8 of the governor 7. Pivotally attached to the other end of the floatin lever 51 is a member 53 which has teeth w ich constitute a rack and which mesh with a gear 55 rigidly secured to the shaft 57. The meshing of the teeth on the member 53 with the gear 55 is prometed by the sprin 54' which bears against the member 53L Afiio rigidly secured to the shaft 57' is a drum 59, whose surface is divided into two insulating sections 60 and 93 and two conducting sur aces 6'1 and 94. A contact spring 62 normally touches the con ductin surface 61 and a contact spring 63 norm y touches the insulating surface 93. Locatedat a suitable place on the vehicle is a batter or other source of electric energy 64. ocated in the train line air pipe is an: air valve 72, w ich is controlled by an electromagnet 65. he plunger of the electnom'ag'net 65 forms the stem of the valve 72,

and when the electromagnet 65 is energized the ressure of the train pipe is co1nrnunicated to the chamber surrounding the valve piston, but when the electromagnet 65 is d etinergized, the valve piston drops in a lower position so that the chamber surrounding it comm unicates with the train pipe 70 and also with the atmosphere through the pipe 71, thus causing a reduction in the train pipe pressure and an application of' the brakes. 66 is an electric bell or warning signal. 67 is a shoe hingedly mounted at a convenient place on the vehicle and adapted to contact with the third rail 56. The third rail 56' is mechanically continuous, but may be electrically divided intosections b suitable insulating oints.

Locate near the track are a series of battcries 20, 21, 22, 23, 24: and 25. The battery 20 has one terminal connected to the track rail 1 by the wire 68. The other terminal of the battery 20 is connected to the opposite terminal of the battery 2i. and the connecting point of these two batteries is connected by the wire 40 with the contact point 30. Similarly the batteries 20, 21, 22, 23, 24 and 25 are all connected in series, the connecting point of the batteries 21', and 22 being con nected by wire 41 to the contact point 31., the connecting point of the batteries 22 and 23 being connected by the wire 42 with the contact point 32, the connecting point of the batteries 23 and 24 being connected by the wire 43' with the contact point 33, the con necting point of the batteries 24 and 25 be ing connected by the wire 44 with the contact point 34 and the opposite terminal of the battery 25 being connected by the Wire 45 with the contact point 35. The contact point 36 is not connected with any of the batteries 20, 21, 22, 23, 24 or .25. The arm 58 is adapted to be moved so as to contact with any of the contact points 30, 31, 32, 33, 34, 35 or 36, and the arm 58 is connected by the wire 69 with the third rail 56. It will be obvious that when the arm 58 is touching the contact point 36 there will be no difference of potential between the third rail 56 and the track rail 1. When the arm 58 is touching the contact 30, the diiference of potential between the third rail 56 and the running rail 1 will be equal to the voltage of the battery 20. When the arm 58 is touching the contact point 31 the said difference of otential will be equal to the combined voltage of the batteries 20 and 21. When the arm 58 is touching the contact point 32, the said difference of potential will be equal tothe combinedvoltage of the batteries 20, 21 and 22. When the arm 58 is touching the contact point 33, the said difference of potential will be equal to the combined voltage of the batteries 20, 21, 22 and 23; When the arm 58 is touching the contact point 34, the said difference of potential will be e ual tothe c'omb' veltage of the batteries 0, 21,22, 235anc1 24, andwhcn the the batteries 20, 21, 22, 23, 24 and 25.

The operatlon of this device is as follows:

The solenoid 18 is so designed that-when current of varying strength asses through this solenoid, its plunger 19 will be attracted to and held at various positions; lithe full current noid; longer electromagnet decreases. The air valve electroinagnet '69 is normally energized throngh E th e following circuit from the positive side of the battery 64 to the wire 86, conducting section 61 of the drum 59, contact spring 62, wire 88, electromagnet 65, wires 90 and 91 to the negative side of the battery 64.

Assuming that the arm 58 is touching the contact point 35, the d-ifi'erence of potential between the third rail 56 and thetrack rail 1 will be equal to the combinedvoltage of p the batteries29f, 21, 22,23, 24 and 25. There I 'fore current willflow through the electro- 22. 28 and 24*a'nd the plunger 19 will-as sumo a lower position. ltwill be seen that as lZllBELI'II'l 58 touches the various contact points 33, 32, 31 and 30 lower voltage will be applied to the electromagnet 18, and as each of these contact points is touched, the plunger 19 will assume correspondingly lower positions. \Vhen'the arm 58 is in contact with the contact point 36, the electromagnet 18 will be decnergized, and the plunger 19*will 'assunie its lowest-position."

' the cam assuming a pos tion corresponding For each position of the plnnger 19; there is a corresponding position for the cam '49. The plunger 19 is held ina given position by the electric current which is flowing in the Velectrcmagnet 18. This results in'the gear-*29being" held in acorresponding positionf "As 7 the ratchet: wheel' I rotating in ;a" clockwise direction Fig; 2*) when the vehicle is always as shown in moving, the upper arm of the 'pawl 74 is passes through the sole V 7 9 will move; to its highest posit/i611? 'ut for difierent lower strengths *hf' 'currnt the plunger '19 wiil assume va'i'i ous positions'betweenits hi hest position" broughtinto contact with the pinv 75. forces the pawl' fi oat of contact with the teeth oi rateheowheel fi, and the iupperfi arm of the pawl 74 a gainst the pin 79. This produces a locking efi'ect which locks the gears 29 andBB'together and holds thecam 49 in aposition corresponding to the position of'the plunger 19, i r

If now, a higher voltage is applied to the electromagnet '18, the plunger 19 is drawn to a higher'position. This causes thegear 29 to be inthe counter-clockwise direction Rotating the gear 29 in this :d'irece tion ma-intains the pressure of the pin 75 on the upper arm'of the. pawl 74, the locking: efiect heretofore described persists, and the cam 49 is moved to a higher permissible speed position simultaneously with the movement of the plunger 19. a

If new a lower voltag is applied to the electromagnet 18, the plunger 19 is dropped ton lower positlon. This causes the gear 292120 beirotated in the clockwise direction. Rotating the 29in this direction moves the pin raout of contact with the upper arm of the pawl 74, and the pawl 74 then drops into contact W-ithetheteeth of the ratchet wheel 73. The cam 49 is then driven to a lower permissible speed position in accordance with the movement of the vehicle by. means of the following gear train: the axle 3, gear 4, gear 5, shaft 6, gear 10 orll, according to the direction of the vehicle, gear 13, shaft26, gear 27, gear 28, ratchet wheel 73, which is now-connected to the gear 38 by the pawl 74, gear 39, shaft 46, gear 48, gear 47 and shaft 92 upon which the cam 49 is mounted.

When the cam 49 has reached the position which corresponds to the position of the plunger 19, the looking efi'ect which has here tofore been described, will again take place.

It will be noted that when a downward movement of the plunger 19, first takes place, there will be ashort interval before the pawi 74' drops into contact with the teeth of the ratchet'whecl 73. The pawl 77 prevents the gear 38 from turning with the gear 29' during this interval.

It wiil be obvious from this description that any upward movement of the plunger 19 moves the cam 49 at the same time toa position corresponding to the new position taken by the plunger 19, but any downward movement of the plunger 19 results in with a. speed-distance". curve, which would represent t'he performance. otthe trainin making a normal service appllcatlon oi? the brakes. As shown in Fig. 1,, the cam ism its maximum position, and it will be observed that under thwe circumstances the floating lewerwfil wfllibe: rotated about. the miller: 152: asei ive't astheispeedotthe train increases: and eereese'sgnnd the lower collar 8 of the governor Fmvi esmorrespondingly' up and; This wiiil eeuse the drinie 59 tobe' down: 7 rotated as the speed of the vehicleehtnnges, and it he meted? that aiter' considerable irotetion in the; counterclockwise direction- 7 tion', it wilt be noted that the-fioatingileveri 5I'wil their tie-rotated about the pivot by which it is joined to the ringfl; This will also cease aioounter clockwiserotetion of the 1 59'. It will therefore'beobseri 'ed thait sneh' a counter elockwiserotetion of the drnm 59 may be caused either by an increase" in; speed of the vehicle or "by moving the cam 49 from r a given permissible speed: posi= tinn toa'iower permissible speed: position, or by w coinbi-netion of botht-"It witlinlso be observed'that when the cam 49 is in its maximurn pennissible speed position the speed oftiie vehiele'can be higher'before the contact spring163= is brought into contact with the condnctingseetion '9e than when the cam 49 isin a, lhwer permissible speed position; When the earn 49 is in its minimum positiom the =co'ntactspring 62will he touching the iiisulateci o the drum 59-. The air brakes wiiltherefore be applied and theve 7 hide Wii'ibe iereed to stop' and' remain eta stend stili until the third rail is again'energized? sections of the d-rum '59 and the oontaet springs 62 and 6 3 f are so arranged that the contact spring makes contact with the conducting section 94* while the contact spring 62 is still making'rontaotwith the condiicting section 61. Blite fter the contaet spring 63 is touching the eondnoting secti'tin ii l, a further movement ofthe drum 59 in the counter-clockwise direction will cause the contact spring 62 to tbutlh the in 'snl'nted section 93'. The cireiiits opereted by these ineveinents of the contact drum 59 are as foilowsf' When the content-springing touches the eonfluotingsection 94 a circuit is" closed through the warning signal 661as follows: from the positive side of the hattery Mtethewire '86, condn'cting'section 94, contaet'spring 53 wire 87, wnii-ning signel 66-, Wires 89 end 91 to the negative's'iiieof the bettei y' 64. If e further meve nent of the cam 49' 'or a further increase in speed otthe The in fitted-end the oondnetig vehicle causessufiei ent rotation ofithe drum 59101 the contact spiringgifigi'to ztench Joke/sin,- slilflibed seetion 93 ,the Geese for helafitR61 scribed; wiiibe opened end thervalvem will? drop to its lower position, ceasing: an $111 0? meeenp'piicetien e16 theintakes.

Frwmthe ahowe deseriptionrit he vaegnegznermissihle sgeednn a vehie B tmoves eleng-ge tnaekweiy Whemthe vol oetlie third nail-is:ineneesed tieepermimib e speed device-is: imedintel ye moved: to; Va. 7

the mitegei mthe third Ereii is-deeremthe pemlissible speed devieeiisrmovedtoalowen permissible; speed 'pesition, & the m vement fromxtheihigher pemn ssihle-speed position-to traolrway, the rail'107 hein'gg eontinnonsand sulagting joints into blocks; A B; G; 197, 15,31 (3-2, Hi I I and The? third iraliltofi iszdierioled inte correspond-ingsections 56; 56*, 56 56, 562562156 56- 56 and 56 At a convenient place adjacent tfl the trackway are a series of batteries 101-, 1 02, 103,i 104, and 105; The battery 100 has? one terminal com nested bythe-wire 108- with the track rail 10% and the other terminalofthe battery 100 is connected to the opposite terminal of the better-y 101, endf the connecting point of these batteries-is connected by the wire 140 with a line wim 110 which: runs adi'aoent tothe=treekwey. Similarly the line wires 110 11 1, 112,113, 11411116. are carried the rail 106 beiiig} divided bvv suitable inalong the trarkway and are connected to the batteries: 100, 181,, 102, 193, 104 end 105 so 7 voltage of the batteries 100- and ilflis The difi erenee-of potential between the linewire 112 and thetreok Tail- 107 is equels to theeoinbined voltage of-=the batteries 190 101 and:

102. The difliereneeof potential between v the line wi-res 1213" andthetreok rail 10-? is batteries 100,101,102,1Q3,104and 195,

As the eqtii ment for all'of theiblocks is similar, I will 'merely describe the devices relating to the block H. Connected across the track rails at one end of the block H is a track battery and connected across the 7 track rails at the other end ofthe block is a track relay 109 The relay 109 has six neutral armatures 116, 117, 118, 11931120 and 121 All of the armatures mentioned have front contacts which coiiperate with their respective. angatures when the relay is energized,aiid all of the armatur'es, except armature 116, have back contacts, which cooperate with their respective armatures when the relay is denergized. The armature 116* is connected by a wire 122 with the third rail section 56 and the front contact of this armature is connected by the wire 123 with the armature 117 The front contact of the armature 117 is connected by the wire 1241 with the armature 118, and the back contact of the armature 117 connected by 'the'wire' 125 with the line wire 110. The front contact of the armature 118 is connected by the wire 126 with the armature 119, and the back contact of the armature 118 is connected by the wire 127 with the line Wire 111. The front contact of the armature 119 is connected by the wire 128 with the armature 120, and the back contact of the armature 119 is connected by the wire 129 with the line wire 112. The front contact of the armature 120 is connectedby the wire' 130 with the arm: ture 121, and the back contact of the armature 120 is connected by the wire 131 with the line wire 113. The front contact of the armature 121 is connected by the wire 132 with the line wire 115 and the back contact of the armature 121 is connected by the wire 133 with the line Wire 114. Similar connections are made between the armatures and c ntacts of the various blocks and the line wires; V r

Assuming that a train is occupying the block'l, the third rail sections in the rear thereof will be energized or denergized as follows: The third rail section 56 will be denergized as its energizing circuit is broken at the front contact of the armature 169. The third rail section 56 will be connected with the line wire 110 as follows: from the third rail 56 to wire 122 armature 116, front contact, wire 123, armature 117, back contact, wire 125, to the line wire 110. The third rail section 56 will be con- 'from'the' third rail section 56 to the wire 122, armature 116 front Contact, Wire 123 armature 117", front contact, Wire 12 1, armature 118, back contact, wire 127 to the line wire 111. The third rail section 56 will be connected to the line wire 112 as follows: froing'the third rail section 56 to the line wifeff122, armature 116, front contact, wire 123, armature 117 front contact, wire 124:, armaturellii, front contact, Wire 7126, armature 119, back contact, wire 129, to the line wire 112. 'The third rail section 56 will be connected to the line wire 113 as follows: from the third rail section 56 to the wire 122,'armature 116, front contact, wire 123", armature 117, front contact, wire 124, armature 118 front contact, wire 126 armature 119 front contact, wire 128, armature 120, back contact, wire 131 to the line wire 113. The third rail section 56 will be connected to the line wire 114 as follows: from the third rail section 56 to the wire 122, armature 116, front contact, wire 123, armature 117 front contact, wire 124, armature l18,front contact, wire 1 26, armature 119 front contact, wire 128 armature 120", front contact, wire 130", armature 121, back contact, wire 133 to the line wire 111. The third rail'section 56 will be connected with theline wire 115 as follows: from the thirdirailsectioin 56 to the wire 122", armature 116", front contact, wire 123, armature 117, front contact, wire 124, armature 118, front contact, wire 126, armature 119, front contact, wire 128 armature 120 front contact, wire 130 armature 121, front contact, wire 132 to the line wire 115. Similarly the third rail section 56 will also be connected with the line wire 115.

.It will be obvious from the above descriptionthaitif the assumed train remains in the block I, a following train will have maxi znui'n voltage'applied to its electromagnet 18 while it is passing through the blocks A and B, but upon entering the block C the voltage applied to the electromagnet 18 will be reduced causing the plunger 19 to drop and cam 49 to be driven to a lower permissible speed position in accordance with the movement of the vehicle. This will force the train to in alre acorresponding reduction in its actiialspl'e'ed, Similarl as the train onters the blocks 1), E, F an G corresponding reductions in' the speed will be required, and when the train enters the block H the electromagnet 18 will become totally denergized and the cam 49 will be brou ht to its minimum position causing the train to come to an absolute stop. The system I have shown for the automatic changing of the voltage of the third rail sections alon the trackway may be greatly modified an rearranged according to the nature of the permanent hazards along the ,trackway and for other reasons which will be obvious to those skilled in the art.

Although I have particularly described the construction of one physical embodiment of myvinvention, and'explained the operation and principle thereof, nevertheless, I desire to have it understood that the form selected is merely illustrative, but doesnot exhaust the possible physical embodiments of the idea of means underlying my invention.

lVh-at I claim as new and desire to secure by Letters Patent ofthe United States, is

1. In a speed control system for railway vehicles, a track, a vehicle thereoma permissible speed deviceon the vehicle, adapted to be set in maxi m sn iu iti tem nium p d p s tive, nd a ls s y etsi maximunrsp'eed positions, icoirti rnous means alo the trackway for actuating saidper- Iniss ble speed device to move-it to various positions, and means for moving perm s b pe d e v i ac o da e wi h the distance traveledby the vehicle, when said vi ha been ac u ted by m n lang the tracl veayto move from a-given permgi ss ble sfpeed ipgsition to a lower permissible speed rposltis p,

2, In a speed controlsystem for pailvvay v h cle a rsek, a vvh efll ni ie l i sible p d e ice on the h v as ertedr be set in a maximum speed position, a minimum speed gposition, and a plurality; of sub maximum, speed :positions, an actual speed device Q1 the vehicle, continuous means alpng the trackwa-y for acti i ating said permissible speed device to move t to various. positions, means for moving said permissible speed device in accordance withthe distancetraveled by the vehicle, when said deviee has been actitrated by theuneans along the trackway to move fromagive r perm ssible speed position to a lower, permissible eed position, means for retarding the vehic e, and means for actuating the retarding means when the actual speed of thevehicle exceeds the permissible speed corresponding to the position of the: permissible speed device. y 7

,3. In a speed cofitrolsystem for railway vehicles, a track, a vehicle thereon, a permissible speed device on the vehicle, adapted to be set'ina maximum speed positioma minimum speed position, and a plurality of'submaximiim speed-positions, continuous means along the'ti ack way for actuating said permissible speed deviceto move it to various positions, and means on the vehicle for driving said permissible speed device from the wheels of the vehicle, when said device has been actuated by the means along the trackway to move from a given permissible speed position'to a lower "permissible speed position. V

4, In a speed control system for railway vehicles, a track, a vehicle thereom' a permissible speed device on the vehicle, adapted to beset in a maximum speed posfticnya minimum speed position, and a plurality of submaximum speed positions, an actual s eed device on the vehicle, continuous means a orig the trackway for actuating said permissible speed device to move it to various positions, means on the vehicle for driving said permissible speed device from the wheels of the vehicle, when said device has been actuated by the means along thetrackway to move from agi'v'en permissible speed position to a lower permissible speed position, means for retarding the vehicle, and means 'for 'actuating the retarding means when the'actual speed of the vehicle exceeds the permissible speed corresponding to 'the position of the permissible speed device.

5. In a speed control system for railway vehicles, a track, a vehicle thereon, a permissible speed device on the vehicle, adapted'to be set in a maximum speed position, a minimum speed position, and :a plurality of all maximum speed positions, continuous devices along the trackway ,for actuating said permissible spee deviceto move it tovariouapositionameans for moving said permissible speed device 'when said device has been actuated by the devices along their-ackwayto move from a given {permissible speed position to a higher permissible speed;position, and further means for moving said,permissible speed device whensaidde-vice has been actuated by thedevices along the trackway to move from a given permissible speed position to a lower permissible speedposition, said first mentioned means being adapted to move the permissible speed dev ce at a higher rate of speed than said second mentioned means.

6. In a speed control system for railway vehicles, a track, a vehiclethereomn permissible speed device on the vehicle, adapted to be set in a maximum speed position, a minimum speedpositiomand a plurality of submaximum speed positions, an actual speed device onthe vehicle, continuous devices along the'tl'ackway foractuating said permissible speed deviceto move it to various positions, means for moving said .permissible speed device when said device has been actuated by the clevices alongxthe trackway to move from a given permissiblespeed position to a higher permissible speedposition, further means for moving said permissible speed device when said device has been actuated by the devices along-the trackwaygto move from a given permissible'speed position to a lower :permissible speedposition, said first mentioned n eans being adapted to move the permissible speed de vice at a higher rateof speed 'than saidsecond mentioned means, ,means for retarding vehicle, and means for actuating the retarding means when the actual'speied of the vehicle exceeds the permissible speed correits rrs

spending assesses ra permi sible speed d I i'j In aspeed control systrn 'for'raii w ay vehicles, a track, a vehielethereomapermissible speed "deviceconthe vehicle, adapted to beset ina maximum speed position," a minimum speed position, and a plurality of submaximum speed positions, continuous means along the trackway 'for actuating to which it has been moved.

said permissible speed device to move it to various positions, means including said means along the trackway for moving said permissible speed device, when said device has been actuated by the means along the trackway to move from a given permissible speed position to a higher permissible speed position, and means on the vehicle for moving said permissible speed device in accordance with the distance traveled by the vehicle, when said device has been actuated by the means along the-trackway to move from a given permissible speed position to a lower permissible speed position.

8. In a speed control system for railway vehicles, a track, a vehicle thereon, a permissible speed device on the vehicle, adapted to be set in a maximum speed position, a minimum speed position, and a plurality of submaximum speed positions, an actual speed device on the vehicle, continuous means along the trackway for actuating said permissible speed device to move it to various positions, means including said means along the trackway for moving said p'ermissible speed device, when said device has been actuated by the means along the trackway to move from a given permissible speed position toa higher permissible speed position, means on the vehicle for moving said permissible speed device in accordance with the distance traveled by the vehicle, when said device has been actuated by the means along the trackway to move from a given permissible speed position to a lower permissible speed position, means for retarding the vehicle, and means for actuating the retarding means when 'the actual speed of the vehicle exceeds the permissible speed corresponding to the position of the permissible speed device.

9. In a speed control system for railway vehicles, a track, a vehicle thereon, a permissible speed device on the vehicle, adapted to be set in a maximum speed position, a minimum speed position, and a plurality of submaximum speed positions, continuous means along the trackway for actuating said permissible speed device to move it to vari ous positions, means including said means along he trackway for moving said permissible speed device, when said device has been actuated by the means along the trackway to move from a given permissible speed position to a higher permissible speed position,

sible speed position means alon "device'has beeniactuatedby the means along thetrackway to move from a given permisto a lower permissible speed position, and means including the the trackway for maintaining the ennissible speed device in the'po'sition 10. In a speed control s stem for railway vehicles, a track, a vehic e thereon, a permissible speed device on the vehicle adapted to be set in a maximum speed position, a minimum speed position, and a plurality of submaximum speed positions, an actual speed device on the vehicle, continuous means alon the trackway for actuating said missible speed device to move it to various positions, means including said means along the trackway for moving said permissible speed device when said device has been actuated by the means along the trackway to move from a given permissible speed position to a higher permissible speed position, means on the vehicle for moving said permissible speed device in accordance with the distance traveled by the vehicle, when said device has been actuated by the means along the trackway to move from a given permissible speed position to a lower permissible speed position, means including the means along the trackway for maintaining the permissible speed device in the position to which it has been moved, means for retarding the vehicle, and means for actuating the retarding means when actual speed of the vehicle exceeds the permissible speed corresponding to the position of the permissible speed device.

11. In a speed control system for railway vehicles, a track, a vehicle thereon, a movable member on the vehicle, adapted to be set in a plurality of different positions, a permissible speed device on the vehicle adapted to be set in a plurality of permissible speed positions, each of said positions corresponding to a given position of the movable member, continuous means along the trackway for moving the movable member to various positions, means for simultaneously moving the permissible speed device and the movable member, when the movable member is moved in one direction, and means for moving the permissible speed device from one position toanother in accordance with the distance traveled by the train, when the movable member is moved in the opposite direction.

12. In a speed control system for railway vehicles, a trackway divided into blocks, a continuous third rail along the trackway, divided into sections corresponding to the blocks, means responsive to the presence of a vehicle in any block for producing difierper- 

